Attachment for automobile-engines.



A. 4nl; CLAIRMONT. ATTACHMENT-ffm AUTOMOBILE ENGmEs. APPLICATI'ON FILED DEC- 3, 19l4.

Patented Dec. 21, 1915.

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A. DE cLAmMoNT. ATTAC'HMENTFOR AUTOMOBILE' ENGINES. y APPLICATION FlL ED DEC.`3, 1914- Y 4 1,164,930. Patented Dec. 21, 1915.

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AUNITED sTATEs PATENT oEEicE.

ADOLFONpECLAIRMONT, OF TOLEDO, OHIO ATTnciiMENT ron AUToMdBILE-ENGINES.

ij specification of Letters Patent. Patented Dec, 21, 1915.

Applicatidn-llled December 3,'19'14. Serial'No. 875,312.

To all whom t mag/concern.' Be 1t known that I, ADOLFO DE CLAIRMONT,

a citizen of the United States, residing at 'my present invention consists in the provision of an Aattachment for supplying additional air to the cylinders of an internal combustion engine of the multiple cylinder type, suoli as is commonly employed upon self-propelledvehicles, so arranged that the i additional air supplied will be. admitted to the cylinders at points adiacent the' intake --valves thereof, instead of being admitted into the carbureter or intake manifold and thus in directly into the cylinders, as is now the custom.

' A t this point, it should be noted that as a result of a prolonged and careful series of tests, I have learned that, although admission of air directly into the manifold of an internal combustion engine, produced advantageous results with the 'earlier and ineflicient forms `of carbureters on the market, with the more recent and improved vtypes of carbureters, additional air so supplied is of but little, if any, benefit. Ihave also found that if hot air be supplied directly into the valve chambers of the engine cylinders, as carried out by mypresentinvention, this air immediately expands, Adue to the heat of the cylinders, thoroughly mixing with the gasolene vapor drawn into the valve chambers through the intake manifold leading from the carbureter, causing the engine to run -at higher speed when ru'nning idly and resulting in increased eiiciency 'in the development of actual power when the engine is under load. I have further found that the eliciency of the power plant is increased in proportion to the proximity 'of the air supply to the intake valves of the engine cylinders.

A still further object of my invention consists in the provision of an appliance ofthe cient cleaning of the engine cylinders. the other hand, the only other ivay, preabove described character which may also be utilized in supplying a decarbonizing:

fluid or mixture to the engine cylinders for Athe purpose of removing 4carbon from the cylinders and pistons.

In this connection, a more specific object of my invention consists in so arranging the appliance or engine attachment that in mul-v tiple cylinder engines, this decarbonizing fluid may be supplied to one or more pairs of engine cylinders, the spark plugs of 'which fhave been electrically disconnected from the ignition system, 'While the engine isrun idly by the vremaining cylinders.

lThis is a distinct advantage as it is thus possible to remove the carbon deposits from the cylinders while the engine is actually running and yet without having any explosions occurring in the cylinders actually being treated. l.

It has been a long andwell recognized fact that coal oil, or a mixture of coal oil and Wood alcohol, constitutes one of the best means for removing carbon from'thecylinders of internal combustion engines, but its use for this purpose has been previouslyv more or less objected to for tivo reasons. If the coal oil is placed in the cylinders and left over night, as is one method of treating the cylinders, the first turn of the crank, upon starting the engine, ejects all of the coal oil instead of running it through ltlie cylinders in a slow manner While the engine is heated, the result being an inefliviously employed, for removing carbon deposits from cylinders bythe use of coal oil, or a mixture of coal oil and alcohol, has been by removing the tops of the cylinder castings, orotlierwise completely taking down the engine to open up the cylinders and eX- pose the pistons. This method, while effective, has been little utilized, due to the time and labor necessary in its performance.

A still further object of my invention is to provide an attachment for explosive engines capable of accomplishing the above objects and also so arranged that it vmay be utilized for lubricating the engine cylinders such cylinders, the engine being-driven in the meantime by the remaining cylinders. With my improved device, the lubricating oil may be drawn into the cleaned cylinders as slowly 'as desired to lubricate the cylinders and pistons, which havexbeen freed from 'lubricating oil bythe action of the vl'yerosene,

perfect lubrication ofthe wallsof'the cylinders and of the pistons, withoutburn-ing out of the lubricant, being thereby attained.

A still further object of my present invention consists Vin the provision of an appliance or apparatus for carrying out the above objects, which is also capable of being employed for priming engine cylinders when starting the en inein cold weather.' The method now c toinary v'for priming the cylinders of aneigine consists in injecting the gasolene directly into the cylinders, spinning the engine a few times to take in suiiicient air to vaporize the gasolene, the ignition circuit being opened in the meantime', andthen cranking the engineE in the usual manner with the current turned on. This requires very careful gaging of the amount of gasolene injected into the cylinders as too much gasolene so supplied prevents,-

rather than assists, startingth car and' also cuts the lubricating oil in the cylinders.y jBy employing my improved appliance as a means for priming the cylindersthe` crude gasolene ormiXture of gasolene and ether, or either as preferred, instead-of being introduced directly into the cylinders, is introduced gradually-and during cranking of the engine into the intake valve chambers and drawn into the engine only by the air drawn in through the engine manifold, resulting in filling the cylinders with a heavily vapor.- ized and rich mixture.

A still further object of my invention consists in the provision of a receptacle or reser-V voir through which the heated air may be passed when my appliance is utilized for supplyingadditional air to `the cylinders and which may be employed to store a carbon removing fluid or a priming fluid when the apparatus is being used for such puroses.

With these and other objects in view, my invention will be more fully described, illustrated in the accompanying drawings,l and then specificallypointed out in the claims which are attached to and form a partyof this application.

In the drawings: Figure 1 is a fragmentary perspective View of a conventional vform o'f multiple cylinder, internal combustion engine, illustrating my improved vattachmentfapplied thereto: Fig. 2 is a perspective view of-my attachementl removed fromv the y engine, the ,variouspi'pe leads being shown broken\away\ to permit illustration uponl an enlarged scale: Fig. 8 is a vertical, cen-gi tral, longitudinal sectional lview of the res`-` tapped bores 25 to receive the threaded nipf ervoir forming a portion of myimproved attachment; Fig. 4 is a vertical, central, transverse sectional view of the reservoir.

qlCorresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.4 V A In .order1 to insure a full and accurate understanding of my inventiomits application to the engine, and method of operation, I have illustrated it in connection with a conventional form 'of six-cylinder, internal combustion engine 10 having the usual jinytake manifold l1, including branches 12, 13 yand 14 leadingto'the cylinders which, in the type of-engine shown, are grouped in pairs, and a conventional exhaust' manijfold 15. f y

In the preferred embodiment of my invetion, I employ a reservoir 16 of any desiredl size .and shape although vI prefer't'o construct.l it in the ,form of a'` cylinder which shall be horizontally disposed'when in use.

This reservoir is formed of any suitable metal and is provided in its upper wall with an externallv threaded nipple 17 through which any desired liquidy may be introduced, arthreaded cap V18.1being lprovided to close this nipple when the reservoir has been filled. Directly below' the nipple, vkthe bottom wall isoprovided with a transversely exk'tending extension '19 projectingbelovgfl the true bottom of the reservoir and communieating with the reservoir. "An internally tlrreaded nipple 20 leads from one end of ,this extension, its outlet passage 21, in 'ef, ffect, forming a continuation vof the bottomv wall of the -extension as shown in Fig. 4, in order that any liquid settling in the eX- tendedvportion l19 of the reservoir may be 105 .completely drained through the nipple. A

cut-off `valve 22 of any preferred type,

, usually a girn-plugvalve of the nature illustrated, is threaded' into the nipple 20 to provide means'v for controlling the iiow of 110 either fluid or `gases from thereservoir.

At either side ofi the extension 20 and preferably communicating with it, the reservoir is .provided with oppositely directed, longitudinally projecting extensions 23 and 24 which also project; below the true bottom of thefreservoir, although they'communicatewith the reservoir.y The outer ends 'of .these lattervextensionsare provided with ples 26 of -valves 27 and 28, respectively,l these valves being of theisame type as the valve22.%. i Anv internally threaded nipple 29 branches .from the filling nipple 17 and is threaded to receive another cut-off valve 30, corresp'ondl-` f ing to the cut-offvalve 22,. i

ach of the cut-off valves, Aa'lor'ive d scribed, is provided with a` union coupling device 31 by means of Whiehpipes maybe no secured to the valves to air. or gases to the engine manifold, as will be later explained. Si

In applying my improved' apparatus to. a six-cylinder engine ofl the .type shown in] Fig. 1, pipes'32, 33 and 34 areconnect'ed tov the cut-off valves 22, 27 vafnd28, res,pectively,`. andhax'e their free ends introduced into the branches 13, Vl2 and lflfrespectively, of the' intakenianifold 11. The .ends of these pipes,

so introduced, are laterally'bent to' project" into'f'the valve chambers of the intake valves of the engine, as shown in dotted llines in.'

Fig. 1. An additionalA pipe 35v leads from the cut-olfv valve 30 tothe exhaust;A manifold 15 and is coiled for a vconsiderable length about this manifold as fully'shoivn in Fig. ll, its free end being preferably flared somewhat' as shown at 36, and covered with a screen 37 of Wire gauzeor other-,suitable foramiuous material. l

The reservoir 16 may be positioned at any convenient point adjacent the engine, but

should be at such an elevation that liquids may' `fee by gravity from it to the various manifolc branches and should vbe horizontally disposed in order that liquids may flow as readily7 to one'branch as to the other, assuming that the engine is 'in' a level position. 'If the applianceis attached to a fourcylinder engine, but two leads to the manifoldA will be required and t-he pipe 32 is .usually omitted, the valve y22 being permanently closed or removed and the nipple 2() closed by a threaded plug. Of'course, with a two-cylinder engine another -of the pipes, either the pipe 33 or 34, will be removed and the valve closed. A

lVhen the above described appliance is used as a means for supplying heated air to` the engine cylinders, the valves 22, 27, 28 and 30 are all 0pened. v- Under these conditions, the suction of the engine will draw air through the open end of the pipe 35, this air being heated during its passage through thatportion of the pipe wound about the exhaust manifold and the heated air so drawn in will pass into the reservoir 16 and so by way of the pipes 32, 33 and 34 to t'ne various engine cylinders. The amount of air supplied may be roughly regulated by proper adjustment ,of the valve 30 and then the proper amount of air for each pair of cylinders separably regulated by adjustment of tl'1e"valves controlling the ''low through thc pipes leading to such cylinders. This added adjustment is necessary as it is, well known that oftentimes, for one reason oranother, a richer mixture is normally fed to one pair of cylinders than to the others. lt is well,ho\\'l ever, to run the engine for a short time with the valves closed before opening them in order to heat the exhaust pipe and thus avoid'supplying cold air to the engine c vliuders while the engine is still cold. llfleans maybe provided for manually' operating one or all of these valves from the dash of the vehicle, if deemed advisable. For instance,

i -in'the drawings, I have illustrated the valve 30.as provided With a valve stem 38 connected to a universal joint 39 from which leads an voperatingrcd 40.A This rod, when the deyvice is applied., extends from the dash of the vehicleand .carries a'small hand Wheel 41 by means [ofi-'which it may be rotated. As will bereadily apparent', rotation of this rod will cause opening or closing of the valve 30. Under these conditions, the valves 22, 27 and 28 a're properly adjusted and the supply of air to the engine cylinders then controlled wholly `from the dash .of the vehicle by means of' the rod 40 and valve 30.

When carbon deposits are to be removed from the cylinders, the engine is first run a suflicient' length of time -to become thoroughly heated, after which all the valves 22, 27, 28 and 30 are closed. The cap 18 is then removed and a suitable-quantity of any carb'on removing fluid, such as coal oil and alcohol, is poured into the'reservoir; The lspark plugs are then .either removed from one pair of cylinders or the leads fromthe ders thus rendered inactive is opened to permit flow of asulicient quantity of decarbonizing fluid to such cylinders. LAfter one pairv of cylinders has been cleaned, the spark plugs or their leads are replaced and an- -other pair of cylinders treatedin the same manner, this being repeated until all cylinil ders have been thoroughly cleaned and all decarbonizing fluid run out of the reservoir. This complete draining of the reservoir is insured by' having the outlet valves lead into the downward extensions of the reservoir with their Walls, in effect, forming continuations of the bottom of the reservoir.

As soon as the cylinders have been cleaned of carbon, they may be lubricated by repeating the above described operations, a proper lubricating oil being poured into the reservoir in place of the dccarbonizing fluid. lf desired, this lubrication can be accomplished without disconnecting the spark plugs of the cylinders being lubricated, although I prefer to disconnect them in order to avoid burningr out the freshly suppliedlubricating oil helore it has a chalice to thoroughly cover the walls of the cylinders and pistons.

It will of course be clear that the appliance may be utilized to advantage for prim ing the exigirle in cold weather, a suitable quantity of gosolene being poured into the Inasmuch as the decarbonizii'ig fluid,.lu

bricating oil, gasolene or other liquid cnr' ployed, is supplied through the nipple 17 of the receptacle, I generally provide a removyable strainer 42 which seats in the open end of the nipple, beingnormally clamped in pla'ce by the cap l18. This strainer should be formed of fine brass gauze in order that it Will not rust. 4

When forming the reservoir, the depressed portions 19, 23 and 24 providing the drain age chambers referrdvto,"should be so proj portioned that each chamber, `When exactly illed,4will hold the proper amount of li uid to supply a pair of engine cylinders. his amount is usually substantially two tear spoonfuls as this is the amount of priming' ffluid required to properly prime a pair of I. cylinders. f It will, therefore, be seen that t avoided.

if vexactly sixr teaspoonfuls of priming fluid be poured into the reservoir, Ait will exactly ill these threechambers and each chamber Will secureits proper share. All dan er of over priming`4` certain cylinders and o fajilf ing to prime other cylinders is, therefoie,

It will of course be understood thatgI` do not Wish to be -limited to the specific details ofconstructiom' illustrated and described,

.aslvarious changes,l within the scope of the appended-claims, may be made at any time,

-Without in the slightest degree departing v ,l from the spirit of'my invention.

Having thus described the invention, whaty is claimed as nevi7 is:

1.]An attachment for internal combustion `engines lncluding a reservoir having a nor-v u -mally cloicd filling opening, a valved vpipe .leading from the bottom of the reservoir with its free end adapted for insertion' through a branch of an intake manifold of an engine toproject into the valve chamber thereof, and a valved pipe leading from the upper portionof the reservoir and adapted to be Wound about the exhaust manifold of the engine.

2. An attachment for internal combustion engines including a reservoir having a normally closed filling opening, a plurality of valves communicating with the lower portion of the reservoir, pipes leading'from the valves and adapted at their free ends for communication in the branches of an intake .manifold, a valve communicating with the upper .portion of the reservoir, and a pipe leading from this .Valve and adapted to be y. Wound about the exhaust manifold as a means for supplyingheated air to the reservoir.

3. An attachment for internal combustion engines including a reservoir having a filling' v.Olgieliing;.ajcap noijinallyclosing .the opening,

fsaid'f'r'ser'voir having 'downward depresi sions in its bottom Wall forming drainage chambers, valves communicating with the ldrainage chambers, pipes leadingvfrom the valvesy and adapted for communicative at tachinent with the branches of an intake Imanifold, a valve communicating with the 4. .The combination with 'an ,internalcomfbustion engine having an, intake manifold rovided with a plurality of branchesleading tothe various engine cyli'nders'and an exhaust manifold leading from the.l engine cylinders, of a reservoir having depressed portions formed in its bottom intermediate its ylength and adjacent uits ends to provide drainage chambers, valves kcommunicating one with each of the chambers, pipes leading tiene, fromm ach valve into one of thebranclies 'of the ex :tust manifold with their free ends directedlinto the valve chambers of the engine cylinders, an additional valve communicating `with the upper portion of the jreservoir, a pipe leading'frm said latter valve and coiled about the exhaustmanifold, ascreen over the open free end of said latter pipe, saidv reservoir lbeing providedwith a j filling opening in its top, and a cap 'norengines including a reservoir, air valves l leading from the reservoir, pipes connected to the" air valves and adapted for insertion through the branches of an" intake manifold of an engine, means including a rotatable valve for admitting air to the reservoir, said valve having a valve stein. a rod having universal joint connection with the valvestem and adap-ted to project through the dash of a vehicle, and a handle carried by the free end of the rod.

6. An attachment for internal combustion engines, including a reservoir and a pipe leading fro-in the reservoir with its free end adapted for insertion through the intake manifold of an engine to project intothe valve chamber thereof.

7. An attachment for, internal combustion engines including 'a reservoir and a pipe leading from the vreservoir with its'free end adapted for insertion through the intake manifold of an engine'to project into the valve chamber thereof, and a. valve in the pipe.

8. An attachment for internalcombustion enginesincluding y'a reservoir and a pipe manifold ,of an engineto project into th valve chamber thereof, and means for surfplying heated air to the reservoir.

9. An attachment for internal combustion 'engines including a reservoir and a pipe leading from the reservoir with its free end adapted for insertion through the intake iafsaeao manifold of an engine to project into the valve chamber thereof, means for supplying heated air to the reservoir, means for con-4 trolling the quantity of air so supplied, and means for controlling the' passage of air through the pipe.

10. An attachment for internal combustion engines including a reservoir, a pipe leading from the reservoir with its free end adapted for insertion through the intake manifold of an engine t0 project into the 1 valve chamber thereof, and a pipe leading from the reservoir and'adapted to be Wound about the exhaust manifold of the engine'.

11. An attachment for internal combus- 15 adapted at its free end for insertion through 20 a branch of the intake manifold of an engine, and a valve in the pipe.

In testimony whereof I affix my signature in presence of two Witnesses.

ADOLFO DE CLAIRMONI. [L. 8.] Witnesses:

E. M. KEINATH, IM. LEROUX. 

